JP3198728B2 - Reverse gear noise prevention device for transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a reverse gear noise prevention apparatus for a transmission, and more particularly to a reverse transmission manual transmission that can prevent gear noise during a reverse shift with a simple structure. The present invention relates to a gear noise prevention device.

[0002]

2. Description of the Related Art A vehicle is provided with a manual or automatic transmission in order to convert the power of an internal combustion engine as required according to running conditions and to extract the power. Such transmissions include a gear-type transmission and a belt-type transmission, and a gear-type transmission with small power transmission loss is frequently used.

[0003] The gear type manual transmission has a plurality of speed change gear trains, and the power train of the internal combustion engine is changed in accordance with the running conditions by switching the gear trains with a shift lever to mesh the gears of each stage. And convert it to the required one.

[0004] In such a gear type manual transmission, there are, for example, a selective sliding type, a constant mesh type, and the like, depending on a method of switching a gear ratio.

[0005] The manual transmission of the selective sliding type has a main shaft which is an input shaft that is connected to and disconnected from the internal combustion engine by a clutch on the internal combustion engine side, a counter shaft disposed substantially parallel to the main shaft, and a main shaft substantially parallel to the main shaft. The reverse idler gear of the reverse idler shaft slides and meshes with the reverse main gear of the main shaft and the sleeve gear of the counter shaft to transmit power, while the reverse idler shaft is arranged. The gear is configured to be operated even when the vehicle is stopped.

[0006] Further, in the constant mesh type manual transmission, the gear pairs of the required number of gears are always meshed, and the structure is such that the shaft and the gears can idle, so that the gear pair having the required gear ratio can be obtained. Is fixed to the shaft by a coupling sleeve on the shaft to transmit torque.

However, in the manual transmission of the selective sliding type, the reverse gear is normally operated in a stopped state of the vehicle, so that it is in the selective sliding type meshing. However, the sleeve gear of the stationary counter shaft and the main reverse gear of the main shaft, which rotates by inertia even after the clutch is disengaged, mesh with each other via the reverse idler gear that is slid on the reverse idler shaft. There were drawbacks such as the generation of noise and discomfort, and the shortening of service life due to damage to each part.

In order to solve this drawback, it is sufficient to provide a synchronizing mechanism of a constant meshing type as in the case of other gears. However, the weight increases, the structure becomes complicated, and the cost increases. Invited inconvenience.

For this reason, a simple synchronization mechanism has been used which simply stops the rotation of the main shaft before the reverse idler gear meshes with the sleeve gear.

As one of such configurations, for example, when a reverse shift operation is performed, a rotation of a main shaft is stopped by lightly operating, for example, a second-speed synchronization mechanism of a forward-stage synchronization mechanism.

In this case, it is necessary to temporarily operate the second-speed synchronization mechanism and release the second-speed synchronization mechanism before the engagement of the second-speed gear occurs. Normally, a method is used in which the two-speed synchronization mechanism is operated using the repulsive force of the spring, and the two-speed synchronization mechanism is released by pressing the spring against a stopper before each gear meshes to compress the spring.

Next, a conventional transmission will be described with reference to the drawings.

FIGS. 19 to 21 show a normal reverse selection sliding type transmission without a reverse gear noise prevention mechanism. In FIG. 19, reference numeral 202 denotes a selective sliding type manual transmission (hereinafter simply referred to as “transmission”);
06 is a differential section, 208 is a shift operation section, and 210 is a transmission case. Inside the transmission case 210, a main shaft 212, which is an input shaft for which a driving force from an internal combustion engine (not shown) is interrupted by a clutch (not shown), a counter shaft 214, and a reverse idler shaft 216 Is transmission 2
Are arranged substantially in parallel in the longitudinal direction.

The main shaft 212 is held by a first main shaft bearing 222 held by a right wall 220 of a right case 218 of the transmission case 210 and a left wall 226 of a left case 224 of the transmission case 210. It is rotatably supported by the second main shaft bearing 228.

The counter shaft 214 has a light case 218
Are supported rotatably by the first counter shaft bearing 230 held by the right wall portion 220 and the second counter shaft bearing 232 held by the left wall portion 226 of the left case 224.

The reverse idler shaft 216 is rotatably supported by the right wall 220 and the left wall 226.

A first speed main gear 234 and a reverse main gear 236 are sequentially mounted on the main shaft 212 from the internal combustion engine side.
And a second speed main gear 238 are fixedly provided, and a third speed main gear 240 and a fourth speed main gear 242 are provided.
A fifth speed main gear 244 is rotatably provided in a side case (not shown) of the transmission case 210.

A final drive gear 248 constituting a final reduction mechanism 246 is fixed to the counter shaft 214 sequentially from the internal combustion engine side.
Meshes with the first speed counter gear 250 and the second speed main gear 2
A second speed counter gear 252 meshed with the third gear 38 is rotatably provided, and a third speed counter gear 256 meshed with the third speed main gear 240 and a fourth speed counter gear 256 meshed with the fourth speed main gear 242 and 5 in the side case. A fifth speed counter gear 258 meshed with the high speed main gear 244 is fixedly provided.

The reverse idler shaft 216 is provided with a reverse sleeve 260 and a reverse idler gear 262 that can mesh with the reverse main gear 236.

The final drive gear 248 meshes with a final driven gear 264 provided in the differential section 206.

On the counter shaft 214 between the first-speed counter gear 250 and the second-speed counter gear 252, a first-speed / second-speed sleeve 266 is provided on the first-speed counter gear 250 side, and on the second-speed counter gear 252 side. Is 1
The sleeve gear 268 is integrally formed with the speed / second speed sleeve 266.
Is provided. The sleeve gear 268 can mesh with the reverse idler gear 262.

On the counter shaft 214 between the first-speed / second-speed sleeve 266 and the first-speed counter gear 250, the first-speed synchronization mechanism 2
70 are provided. Also, the sleeve gears 268 and 2
On the counter shaft 214 between the speed counter gears 252, a second speed synchronization mechanism 272 is provided.

Third speed main gear 240 and fourth speed main gear 2
The main shaft 212 between the second and fourth speed sleeves 27 is
4 are provided.

A third speed synchronizing mechanism 276 is mounted on the main shaft 212 between the third speed / fourth speed sleeve 274 and the third speed main gear 240.
Is provided. Further, a fourth-speed synchronization mechanism 278 is provided on the main shaft 212 between the third-speed / fourth-speed sleeve 274 and the fourth-speed main gear 242.

A fifth speed sleeve 280 is provided on the main shaft 212 in proximity to the fifth speed main gear 244. On the main shaft 212 between the fifth speed sleeve 280 and the fifth speed main gear 244, a fifth speed synchronization mechanism 282 is provided.

The shift operation section 208 includes a shift and select shaft 28 held in a transmission case 210.
4 are provided. This shift and select shaft 28
Reference numeral 4 denotes an axis which is moved in the axial direction at the time of selection and rotated around the axis at the time of shifting via a control shaft (not shown) depending on the operation state of a shift lever (not shown).

The shift and select shaft 284 includes
An interlock plate 286 for preventing malfunction is provided. The back of the interlock plate 286 is attached to a plate holding bolt 288 fixed to the transmission case 210.
Is held so as to be movable.

The interlock plate 286 is a first-speed, two-speed
It engages with the speed shift yoke 290.

The first-speed / second-speed shift yoke 290 is a first-speed / second-speed shift yoke.
The second speed shift shaft 292 is provided.

A first / second speed fork 2 engaged with the first / second speed sleeve 266 is provided on the first / second speed shift shaft 292.
94 are provided.

The shift and select shaft 284
Is provided with a gear shift arm 296. The tip end side of the gear shift arm 296 is engaged with the reverse shift yoke 298. This reverse shift yoke 298
Is provided on the fifth speed / reverse shift shaft 300.
The fifth speed / reverse shift shaft 300 is provided with a lever holding portion 302. The lever holding portion 302 holds an intermediate portion of the reverse shift lever 304.

The base end of the reverse shift lever 304 is swingably supported by a lever fulcrum 306. The lever fulcrum 306 is attached to the mounting bracket 30.
8. The mounting bracket 308 is fixed to the transmission case 210. The tip side of the reverse shift lever 304 is engaged with the reverse sleeve 260. As shown in FIG. 19, the check ball mechanism 3 is used to position the first-speed / second-speed shift shaft 292.
10 are provided. This check ball mechanism 310
Is the ball hole 31 formed in the first-speed / second-speed shift shaft 292
2 is configured so that a ball 316 urged by a spring 314 is engaged / disengaged.

In this transmission, when in neutral, as shown in FIG. 19, the reverse idler gear 262 can freely rotate, and the main shaft 212 continues to rotate by inertia even after the clutch is disconnected. However, since the vehicle is stopped, counter shaft 214 and final drive gear 248 are not rotating.

When the reverse shift operation is started, the operating force from the shift lever is transmitted to the reverse gear shift arm 296 by the reverse shift yoke 298, and the reverse idler gear 262 is moved leftward in FIGS. The reverse idler gear 26 is operated as shown in FIG.
2 meshes with the reverse main gear 236. At this time,
Since the main shaft 212 is still rotating, the reverse idler gear 262 is also rotated, but since the reverse idler gear 262 is in a free state, no gear noise is generated at the time of meshing.

However, the reverse gear shift arm 296
Continues to push the reverse idler gear 262,
As shown in FIG. 21, the reverse idler gear 262 contacts the sleeve gear 268 of the counter shaft 214. At this time, the counter shaft 214 is
Since it is connected to an axle (not shown) by 8, it cannot rotate. Therefore, gear noise may occur due to contact between the rotating reverse idler gear 262 and the sleeve gear 268.

In order to prevent the occurrence of the gear noise, it has been considered in FIGS. 22 to 24 that the rotation of the main shaft 212 is temporarily stopped.

As one of the methods, for example, as shown in FIG.
A mechanism has been put to practical use in which the main shaft 212 rotating by the synchronous action of the second speed counter gear 252 rotating on the stationary counter shaft 214 and the counter shaft 214 is operated by moving the counter shaft 214 simultaneously with the reverse shift operation.

In this case, at the time of the shift operation to the reverse,
If the second-speed synchronizing mechanism 272 is largely operated along with the shift operation, the second-speed counter gear 252 is engaged.

In order to prevent this phenomenon, it is necessary to release the second-speed synchronizing mechanism 272 at the time when it operates to some extent.

At the moment when the sleeve gear 268 meshes, it is better that the reverse idler gear 262 can freely rotate. That is, the main shaft 212 must be in a free state. This is because when the phases of the reverse idler gear 262 and the sleeve gear 268 do not match, the reverse idler gear 262 rotates so that the phases of the teeth can mesh.

For this reason, as shown in FIGS. 22 and 23, a notch 354 having a predetermined range is formed on one surface of the interlock plate 286 for preventing malfunction.
When the speed synchronizing mechanism 272 is moved and hits the notch 354, the spring 356 of the cam mechanism 350 loses and is compressed, and as shown in FIG. 24, the second speed synchronizing mechanism 272 is released.

A transmission synchronizing device is disclosed in, for example, Japanese Utility Model Publication No. 1-26894. The publication described in this publication utilizes a forward-stage synchronization mechanism to move the fork shaft of the forward-stage by specifying its movement with a double mesh prevention member during a reverse shift, thereby reducing gear noise during the reverse-shift. In addition, reverse operability is also improved.

[0043]

However, in the conventional structure for preventing reverse gear squeal, the strength and operation of the spring are controlled because the two-speed synchronizing mechanism of the forward gear synchronizing mechanism is operated through the repulsive force of the spring. A complicated relationship arises between the force and the synchronization effect, making it difficult to determine an appropriate spring strength. In addition, in the case of a quick shifting operation, synchronization cannot be sufficiently performed, gear noise occurs, and an extra force for compressing the spring is required, resulting in a disadvantage that the operation becomes heavy.

In other words, as long as the force is transmitted via the spring, a sufficiently strong spring must be used for the operation of the synchronization mechanism, the friction of each part, and the check ball mechanism as the positioning mechanism. Eventually, in order to compress the spring, the operating force must be increased more than necessary, and the operability is disadvantageously reduced.

[0045]

Accordingly, in order to eliminate the above-mentioned disadvantages, the present invention firstly arranges a main shaft, a counter shaft, and a reverse idler shaft in a transmission case substantially in parallel. The main shaft is provided with a forward main gear and a reverse main gear, the counter shaft is provided with a forward counter gear and a reverse counter gear, the reverse idler shaft is provided with a reverse idler gear, and the shift lever is operated to select the shaft. A shift-and-select shaft and a shift-and-select lever that are turned in the direction and rotated at the time of shifting, and a forward-stage shift yoke and a reverse-shift yoke that the shift-and-select lever selectively engages are provided; At the periphery of the shift and select lever, malfunction of the shift yoke is prevented. A reverse gear noise prevention device for a transmission that is provided with an interlock plate and that operates a forward gear synchronization mechanism during a reverse shift to prevent gear noise. Is provided with a gear noise prevention mechanism that engages with the yoke engagement groove for the shift and select lever of the forward gear shift yoke to operate the forward gear synchronization mechanism to prevent gear noise. .

Secondly, a main shaft, a counter shaft, and a reverse idler shaft are disposed substantially parallel to each other in a transmission case, and the main shaft is provided with a forward main gear and a reverse main gear. A shift-and-select shaft and a shift-and-select shaft, which are provided with respective forward-stage counter gears and reverse counter gears, and provided with a reverse idler gear on the reverse idler shaft, which are axially moved at the time of selection by operation of a shift lever and rotated at the time of shift. A lever, a shift yoke for a forward gear and a shift yoke for reverse, which the shift and select lever selectively engages, and an interface for preventing malfunction of the shift yoke is provided around the shift and select lever. A lock plate is provided, and a forward gear synchronization mechanism is provided during a reverse shift. In a reverse gear noise prevention device for a transmission that operates to prevent gear noise, during a reverse shift, a cam circumscribing the interlock plate and provided to be relatively movable increases and decreases the relative angle with the interlock plate. It is characterized by moving on the select shaft in a direction away from the interlock plate, releasing the engagement with the forward shift yoke, and releasing the operation of the forward synchronization mechanism.

[0047]

According to the structure of the present invention, first, since the cam circumscribing the interlock plate is driven by the shift and select shaft to rotate and directly operate the forward gear synchronizing mechanism, synchronization is assured and quick shift operation is performed. Gear can be prevented from occurring, and the cam can be engaged with the yoke engaging groove for the shift and select lever of the existing forward shift yoke, thereby preventing the occurrence of gear noise with a simple configuration. be able to.

Secondly, a gear noise prevention mechanism is constituted by the interlock plate and the cam, and the operation of the forward stage synchronization mechanism can be released only by moving the relative position between the interlock plate and the cam. In addition, it is possible to prevent an increase in the number of parts, to reduce the size and weight of the transmission, and to further simplify the configuration.

[0049]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an embodiment of the present invention; 1 to 18 show an embodiment of the present invention. 1 and 2, reference numeral 2 denotes a selective sliding type manual transmission (hereinafter simply referred to as "transmission"), 4 denotes a gear unit, 6 denotes a differential unit, 8 denotes a shift operation unit, and 10 denotes a transmission case. . In the transmission case 10, a main shaft 12, which is an input shaft for which a driving force from an internal combustion engine (not shown) is interrupted by a clutch (not shown), a counter shaft 14, and a reverse idler shaft 16, Are disposed substantially parallel to the longitudinal direction of the transmission 2.

The main shaft 12 is held by the first main shaft bearing 22 held by the right wall portion 20 of the right case 18 of the transmission case 10 and the left wall portion 26 of the left case 24 of the transmission case 10. It is rotatably supported by the second main shaft bearing 28.

The counter shaft 14 is rotated by a first counter shaft bearing 30 held on the right wall portion 20 of the right case 18 and a second counter shaft bearing 32 held on the left wall portion 26 of the left case 24. Supported as possible.

The reverse idler shaft 16 is connected to the light wall 2.
0 and the left wall 26 rotatably supported.

The first speed main gear 34 and the reverse main gears 36 and 2 are sequentially mounted on the main shaft 12 from the internal combustion engine side.
A third speed main gear 38 is fixedly provided, and a third speed main gear 40, a fourth speed main gear 42, and a fifth speed main gear 44 are rotatably provided in a side case (not shown) of the transmission case 10. I have.

A final drive gear 48 constituting a final reduction mechanism 46 is fixed to the counter shaft 14 in order from the internal combustion engine side, and a first-speed counter gear 50 and a second-speed main gear 38 with which the first-speed main gear 34 meshes. The second speed counter gear 52 meshes with the third speed counter gear 5 and the third speed main gear 40 meshes with the third speed counter gear 5.
4th-speed counter gear 5 with which 4th and 4th-speed main gears 42 mesh
6 and a fifth speed counter gear 58 meshed with the fifth speed main gear 44 in the side case are fixedly provided.

The reverse idler shaft 16 is provided with a reverse sleeve 60 and a reverse idler gear 62 that can mesh with the reverse main gear 36.

The final drive gear 48 meshes with a final driven gear 64 provided in the differential section 6.

In the counter shaft 14 between the first-speed counter gear 50 and the second-speed counter gear 52, a first-speed / second-speed sleeve 66 is provided on the first-speed counter gear 50 side, and on the second-speed counter gear 52 side. A sleeve gear 68 is provided integrally with the first-speed / second-speed sleeve 66. The sleeve gear 68 can mesh with the reverse idler gear 62.

A first speed synchronization mechanism 70 is provided on the counter shaft 14 between the first speed / second speed sleeve 66 and the first speed counter gear 50. A second-speed synchronization mechanism 72 is provided on the counter shaft 14 between the sleeve gear 68 and the second-speed counter gear 52.

Third speed main gear 40 and fourth speed main gear 42
A 3-speed / 4-speed sleeve 74 is provided on the main shaft 12 between them.

A third speed synchronizing mechanism 76 is provided on the main shaft 12 between the third speed / fourth speed sleeve 74 and the third speed main gear 40. Further, a fourth speed synchronization mechanism 78 is provided on the main shaft 12 between the third speed / fourth speed sleeve 74 and the fourth speed main gear 42.

The main shaft 1 close to the fifth speed main gear 44
2 is provided with a fifth speed sleeve 80. On the main shaft 12 between the fifth speed sleeve 80 and the fifth speed main gear 44, a fifth speed synchronization mechanism 82 is provided.

As shown in FIG. 2, the shift operation section 8 is provided with a shift and select shaft 86 held by a shaft holding portion 84 of the transmission case 10. The shift and select shaft 86 is provided with a shift lever (not shown).
Depending on the operation state, the lens is moved in the axial direction at the time of selection via a control shaft (not shown), and is rotated around the axis at the time of shifting.

The shift and select shaft 86 is provided with an interlock plate 88 for preventing malfunction.

This interlock plate 88 is similar to that shown in FIGS.
As shown in FIG. 5, each of the first side portion 90, the second side portion 92 facing the first side portion 90, and the first side portion 90 and the second side portion 92 is formed in a C shape. Back 9 connecting one end side
4 and the second guide portion 9 bent at the other end of the first side portion 90
6 and the second guide portion 9 bent at the other end of the second side portion 92
8 is provided. A groove 100 for a lever is formed between the first guide 96 and the second guide 98. Second guide part 96
A cutout portion 102 is formed at a connection portion between the first side portion 92 and the second side portion 92. The first and second side portions 90 and 92 on the first and second guide portions 96 and 98 side are provided with first and second
Depressed end surfaces 104 and 106 are formed. Also, the first
A first shaft hole 108 and a second shaft hole 110 through which the shift and select shaft 86 is inserted are formed in the side portion 90 and the second side portion 92. Also, the back portion 94 has a bolt insertion hole 1.
12 are formed.

The interlock plate 88 has a first
The shift and select shaft 86 is inserted into the second shaft holes 108 and 110.
Is inserted, and the plate holding bolt 114 attached to the transmission case 10 is supported by being inserted into the bolt insertion hole 112 at the end of the elongated hole.

On one side of the interlock plate 88, that is, on the right side of FIG.
A first spring support 116 is provided apart from the interlock plate 88. The first spring support 116 has a first return spring 118 as a positioning spring loosely fitted to the shift and select shaft 86.
Is locked at one end.

A second spring support 120 is provided on the other side of the interlock plate 88, that is, on the left side of FIG. One end of a second return spring 122 loosely fitted to the shift and select shaft 86 is locked to the second spring support 120.

The shift and select shaft 86 has a shift and select lever 1 in an interlock plate 88.
One end of 24 is provided. The other end of the shift and select lever 124 is a first-speed / second-speed shift yoke 126, a third-speed / fourth-speed shift yoke 128, and a fifth-speed / reverse-shift yoke 130, which are a shift yoke for forward gear and a shift yoke for reverse. And selectively engage with Therefore, the shift and select lever 124
Like the shift and select shaft 86, is operated in the axial direction at the time of selection by operation of the shift lever, and is rotated at the time of shift. An interlock plate 88 is provided around the shift and select lever 124.

The first-speed / second-speed shift yoke 126 has a first-speed / second-speed shift yoke.
The second speed shift shaft 132 is provided. The third / fourth speed yoke 128 is provided on the third / fourth speed shift shaft 134. The fifth speed / reverse yoke 130 is provided on a fifth speed / reverse shift shaft 136 and a fifth speed / reverse guide shaft 138.

The first-speed / second-speed fork 14 engaged with the first-speed / second-speed sleeve 66 is provided on the first-speed / second-speed shift shaft 132.
0 is provided. The third- and fourth-speed shift shafts 134
A third-speed / fourth-speed fork 142 that engages with the third-speed / fourth-speed sleeve 74 is provided. The fifth speed / reverse shift shaft 136 is provided with a fifth speed fork (not shown) that engages with the fifth speed sleeve 80.

The shift and select shaft 86 is provided with a gear shift arm 144. The tip side of the gear shift arm 144 is the reverse shift yoke 1
46 is engaged. This reverse shift yoke 146
Are provided on the fifth speed / reverse shift shaft 136.
The fifth speed / reverse shift shaft 136 is provided with a lever holding portion 148. The intermediate portion of the reverse shift lever 150 is held by the lever holding portion 148.

The base end of the reverse shift lever 150 is swingably supported by a lever fulcrum 152. The lever fulcrum 152 is attached to the mounting bracket 15.
4. The mounting bracket 154 is fixed to the transmission case 10 by fixing bolts 156 and 156. The tip side of the reverse shift lever 150 is engaged with the reverse sleeve 60.

Further, on the other side of the interlock plate 88, the shift and select shaft 86 is provided with a gear noise prevention mechanism 158 which is activated by the operation of the interlock plate 88. This gear noise prevention mechanism 158
It has a cam 160. The cam 160 is provided to circumscribe the interlock plate 88 and to be relatively movable during a reverse shift.

This cam 160 is, as shown in FIGS.
It has a cam base 162 and a cam top 164. In the cam base 162, a shaft insertion hole 162 a is formed at the center, and a locking groove 166 having a predetermined depth D and a predetermined width W is formed in one surface 161 </ b> C on the interlock plate 88 side so as to pass substantially at the center of the cam base 162. Have been. Also, the cam base 162
One surface 162C is symmetrical with respect to the locking groove 166, and the first and second inclined surface engaging projections 168, 170
Are formed.

When the cam 160 is fitted on the shift and select shaft 86, a locking pin 172 is inserted into a locking groove 166 of the cam 160. This locking pin 172
Are fixed to the shift and select shaft 86 so as to protrude therefrom.

As shown in the drawing, the second side portion 92 of the interlock plate 88 is provided on one side with the first inclined surface engaging projection 16 so as to constitute the gear noise prevention mechanism 158.
8 and a second cam moving inclined surface 176 that engages with the second inclined surface engaging projection 170 on the other side.

The cam 160 is connected to the interlock plate 8 by the other end of the second return spring 122.
The second side 92 of FIG.

The cam top 164 of the cam 160 is the same as that shown in FIG.
As shown in FIG.
First-speed / second-speed yoke engagement groove 12 of second-speed shift yoke 126
6a. In other words, the cam 160 circumscribes the interlock plate 88 and is relatively movable at the time of the reverse shift, and the first speed 2
Shift and select lever 1 of speed shift yoke 126
1st speed / 2nd speed yoke engagement groove 126a which is an engagement groove for 24
And moves on the shift and select shaft 86 in a direction away from the interlock plate 88 as the relative angle with the interlock plate 88 increases.
The engagement with the speed shift yoke 126 is released, so that the operation of the second-speed synchronization mechanism 72, which is the forward-stage synchronization mechanism, is released.

As shown in FIG. 18, the check ball mechanism 2 is used to position the first-speed / second-speed shift shaft 132.
82 are provided. This check ball mechanism 282
Is the ball hole 28 formed in the first-speed / second-speed shift shaft 132
4 is configured to engage and disengage a ball 288 urged by a spring 314.

Next, the operation of this embodiment will be described. When the transmission 2 is in the neutral state, as shown in FIGS. 9 and 10, the main shaft 12 is rotated by the driving force of the internal combustion engine, but since the vehicle body is stopped, the counter shaft 14 is stopped.

When the reverse operation is performed, the shift and select shaft 86 moves in the axial direction integrally with the interlock plate 88. At this time, FIG.
As shown in FIGS. 1 and 12, the cam top 164 of the cam 160
It moves to a position where it engages with the first speed / second speed shift yoke 126.

Next, when the clutch is disengaged and a shift operation to reverse is performed, the driving force of the internal combustion engine is not transmitted to the main shaft 12 due to the disengagement of the clutch. Thereafter, the main shaft 12 continues to rotate due to inertia. I do.

Then, by the shift operation to the reverse,
The shift and select shaft 86 rotates in the direction of the arrow as shown in FIG.

With the rotation of the shift and select shaft 86, the reverse shift gear arm 144 pushes the reverse shift yoke 146, and the reverse shift yoke 14
The movement of 6 operates the reverse shift lever 150 to engage the reverse idler gear 62 with the reverse main gear 136.

The cam 160 rotates in the same direction as the shift and select shaft 86 due to the presence of the locking pin 172, and the cam top 164 of the cam 160 moves the first-speed / second-speed shift yoke 126 to the second-speed counter gear 52 side. Press As a result, the second speed synchronizing mechanism 72 starts operating, and the main shaft 12 starts synchronizing with the counter shaft 14. That is, the main shaft 12
Will be decelerated.

When the shift operation to the reverse direction is further performed, the relative angle between the cam 160 and the interlock plate 88 increases, so that the first and second inclined surface engaging projections 168 and 170 of the cam 160 become first and second. Second cam moving inclined surface 17
4 along the shift and select axis 86 along the lines 4 and 176. The moving amount of the cam 160 is
As shown in FIG. 12, when the engagement width B of the cam 160 and the first-speed / second-speed shift yoke 126 becomes equal to each other, the cam 160
The first and second speed shift yokes 126 are disengaged, and the first and second speed shift yokes 126 are returned to the neutral position by the check ball mechanism 282.

After that, the cam 160 continues to rotate together with the shift and select shaft 86 due to the speed change operation, but the cam top 164 of the cam 160 is moved to the first / second speed shift yoke 12.
6, the first and second inclined surface engaging projections 16
8, 170 are the first and second cam movement inclined surfaces 174, 176
, And rotate on the plane of the side surface of the interlock plate 88. At this time, the rotation of the main shaft 12 is already sufficiently reduced or stopped.

Therefore, as shown in FIGS. 15 and 16, unpleasant gear noise can be prevented when the reverse idler gear 62 meshes with the reverse main gear 36 even if the gearshift operation is further continued.

Further, since the operation of the second speed synchronizing mechanism 72 has already been completed, the main shaft 12 cannot rotate freely, and even if the vertices of the reverse idler gear 62 and the reverse main gear 36 contact each other, the reverse main gear 36 can rotate slightly, so that the reverse idler gear 62 and the reverse main gear 36 can smoothly mesh with each other.

Further, when shifting to the fifth speed from the state shown in FIGS. 11 and 12, the cam 160 is moved to the first speed / second speed yoke engaging groove 1 of the first speed / second speed shift yoke 126 as shown in FIG.
Since it only moves within 26a, it has no effect on other shift systems.

When the gear is shifted to the second or fourth speed from the state shown in FIGS. 11 and 12, the cam top 164 of the cam 160 becomes
Since it is disengaged from the speed / second speed shift yoke 126, the cam 1
60 is pushed by the first and second cam movement inclined surfaces 174 and 176 of the interlock plate 88 to slightly compress the second return spring 122, and has no other effect.

In the case of shifting to the first speed and the third speed, the cam 160 does not hit the first and second cam moving inclined surfaces 174 and 176, so that there is no influence.

As a result, at the time of the reverse shift, the connection and disconnection with the second speed synchronizing mechanism 72 as the forward gear synchronizing mechanism is changed by the cam 160 which can move in the axial direction on the shift and select shaft 86.
The cam 160 is moved by using the change in the angle between the cam 160 and the interlock plate 88, so that it is possible to cope with a quick reverse shift operation and to effectively prevent gear noise. Further, in the gear noise prevention device 158, the second return spring 122 may be a second return spring which is a select return spring originally provided in the transmission 2 of this type,
The parts that need to be added are the engagement pin 172, the first and second cam moving inclined surfaces 174, 1 of the interlock plate 88.
With only the additional work of 76, it is possible to prevent gear noise during a reverse shift with a simple configuration.

In addition to making the extension of each axis unnecessary,
Since it is not necessary to add a synchronizer ring or other gears, the number of components can be reduced, and the size and weight of the entire transmission 2 can be reduced.

Further, since it is not necessary to add a dedicated link mechanism, assembly becomes easy.

Further, without using an elastic element such as a spring,
Since the speed synchronizing mechanism 72 is actuated, it is possible to prevent occurrence of gear noise even during quick and reliable operation.

Further, since the release of the two-speed synchronizing mechanism 72 is performed on a dedicated operation surface, the effects of component accuracy, friction and the like can be reduced.

Further, the gear noise preventive device 158 of this embodiment can be easily mounted on a transmission having no gear noise preventive device to improve compatibility.

Furthermore, the number of parts and the like are small, and the cost can be kept low.

Note that the present invention is not limited to the above-described embodiment, and it is needless to say that various applications and modifications are possible.

For example, the check ball mechanism 282 can be incorporated in another component such as the cam 160 and the interlock plate 88 in order to regulate the operation of the cam 160.

Although the two-speed synchronizing mechanism 72 is used as the forward gear synchronizing mechanism, another forward gear synchronizing mechanism can be used.

Further, the first and second cam moving inclined surfaces 174,
176 may be formed on the cam 160 itself.

[0104]

As apparent from the above detailed description, according to the present invention, first, at the time of the reverse shift, the cam circumscribing the interlock plate and being relatively movable is provided by the shift and shift of the shift yoke for the forward gear. By providing a gear noise prevention mechanism that engages with the select lever yoke engagement groove and activates the forward gear synchronization mechanism to prevent gear noise,
Since the cam circumscribed on the interlock plate is driven by the shift-and-select shaft and driven by the shift-and-select shaft to directly operate the forward-stage synchronizing mechanism, gear noise can be prevented even at the time of a quick and quick shift operation with reliable synchronization. Since the gear is engaged with the yoke engaging groove for the shift and select lever of the existing shift yoke for the forward gear, it is possible to prevent occurrence of gear noise with a simple configuration.

Second, at the time of the reverse shift, the cam circumscribing the interlock plate and relatively movable is provided so that the cam relative to the interlock plate increases in angle with the interlock plate in a direction away from the interlock plate on the shift-and-select shaft. The interlock plate and the cam constitute a gear noise prevention mechanism by moving, disengaging the forward stage shift yoke, and releasing the operation of the forward stage synchronizing mechanism. The operation of the forward gear synchronizing mechanism can be released only by moving the relative position, thereby preventing an increase in the number of parts and reducing the size and size of the transmission.
The weight can be reduced, and the configuration can be further simplified.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a transmission.

FIG. 2 is a configuration diagram of a shift operation unit.

FIG. 3 is a perspective view of an interlock plate.

FIG. 4 is a plan view of an interlock plate.

FIG. 5 is a side view of the interlock plate.

FIG. 6 is a perspective view of a cam.

FIG. 7 is a side view of the cam.

FIG. 8 is a front view of the cam.

FIG. 9 is a configuration diagram of a transmission in a neutral state.

FIG. 10 is a configuration diagram of a shift operation unit when in neutral.

FIG. 11 is a configuration diagram of a transmission when a cam top engages with a first and second speed shift yoke.

FIG. 12 is a configuration diagram of a speed change operation unit when a cam top engages with a 1-2 speed shift yoke.

FIG. 13 is a configuration diagram of the transmission during a reverse shift.

FIG. 14 is a configuration diagram of a shift operation unit during a reverse shift.

FIG. 15 is a configuration diagram of the transmission when the reverse shift is continued.

FIG. 16 is a configuration diagram of a speed change operation unit when a reverse shift is continued.

FIG. 17 is a configuration diagram of a shift operation unit when shifting to fifth speed.

FIG. 18 is a configuration diagram of a transmission provided with a check ball mechanism.

FIG. 19 is a configuration diagram of a conventional transmission.

FIG. 20 is an explanatory diagram of the transmission of FIG. 19 at the time of a reverse shift.

FIG. 21 is an explanatory diagram of the transmission of FIG. 19 at the time of a reverse shift.

FIG. 22 is a configuration diagram of a transmission including a conventional gear noise prevention mechanism.

FIG. 23 is an explanatory diagram of the transmission of FIG. 22 at the time of a reverse shift.

FIG. 24 is an explanatory diagram of the transmission of FIG. 22 at the time of a reverse shift.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 2 Transmission 4 Gear train 8 Transmission operation part 10 Transmission case 12 Main shaft 14 Counter shaft 16 Reverse idler shaft 36 Reverse main gear 62 Reverse idler gear 68 Sleeve gear 86 Shift and select shaft 88 Interlock plate 126 1st speed, 2nd speed shift Yoke 132 1st speed / 2nd speed shift shaft 144 Gear shift arm 146 Reverse shift yoke 150 Reverse shift lever 158 Gear noise prevention mechanism 160 Cam 172 Locking pin 174 First cam moving inclined surface 176 Second cam moving inclined surface

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int. Cl. ⁷ , DB name) F16H 61/26-61/36 F16H 63/00-63/38 F16D 23/06

Claims (3)

(57) [Claims] 1. A transmission case in which a main shaft, a counter shaft, and a reverse idler shaft are disposed substantially in parallel, a forward main gear and a reverse main gear are provided on the main shaft, and a forward gear counter is mounted on the counter shaft. A gear and a reverse counter gear are provided, and a reverse idler gear is provided on the reverse idler shaft.
Moved shift-and-select axis and shift-and-select
And Trevor provided, and the shift-and-select lever
The selectively engaged forward-stage shift yoke and reverse
And the shift and select lever
A reverse gear noise prevention device for a transmission, which is provided with an interlock plate for preventing a malfunction of the shift yoke at a peripheral portion thereof and which operates a forward gear synchronization mechanism during a reverse shift to prevent gear noise. during shifting, it provided and the relative movable circumscribes the interlock plate
A cam is provided for the shift and set of the forward shift yoke.
A reverse gear noise prevention device for a transmission , comprising: a gear noise prevention mechanism that engages with a yoke engagement groove for a lect lever and activates the forward gear synchronization mechanism to prevent gear noise. 2. A main shaft, a counter shaft, and a reverse idler shaft are disposed substantially parallel to each other in a transmission case, each forward gear and a reverse main gear are provided on the main shaft, and each forward gear counter is provided on the counter shaft. A gear and a reverse counter gear are provided, and a reverse idler gear is provided on the reverse idler shaft.
Moved shift-and-select axis and shift-and-select
And Trevor provided, and the shift-and-select lever
The selectively engaged forward-stage shift yoke and reverse
And the shift and select lever
The peripheral portion is provided in-<br/> data lock plate to prevent the malfunction of the shift yoke, the reverse gear whine prevention device for a transmission that prevents gear noise by operating the forward gear synchronization mechanism during reverse shift, reverse During the shift, before
Attached to the interlock plate and provided to be relatively movable
The cam increases the relative angle with the interlock plate and
The interlock on the shift and select shaft
To move in the direction away from the plate, shift before Symbol forward gears
Releases engagement with the yoke and activates the forward stage synchronization mechanism.
A reverse gear noise prevention device for a transmission, which is released . 3. The cam is connected to the cam by a spring.
While being urged toward the lock plate side, a cam moving inclined surface is provided on a side portion of the interlock plate, and an inclined surface engaging projection for engaging with the cam moving inclined surface is provided on a side surface of the cam. The reverse gear noise prevention device for a transmission according to claim 2, wherein: